- Single Seat Sport Sailplane - C 30 EDELWEISS

Transcription

1 FLIGHTANDOPERATIONALMANUAL For - Single Seat Sport Sailplane - C 30 EDELWEISS Serial Number : 11 Registration: 4X-GJA Certified by Republic of France General Secretariat of Civil Aviation Edition i

2 Certified by Republic of France General Secretariat of Civil Aviation Flight and Operation Manual For Sailplane type: C.30.s EDELWEISS Edition Authorized Manufacture: SIREN 13, rue Saint-Honore - VERSAILLES plant ARGENTON-sur-CREUSE (Indre) It belongs to the sailplane C.30.s Edelweiss Serial number : 11 Registration number: 4X-GJA This manual should be always carried in the sailplane This manual is translation of the French original. The certification and limitations as approved by the Republic of France General Secretariat of Civil Aviation, are based on Air 2045 regulations of 27/10/1964 for category II. In any case, original text in French language is authoritative. ii

3 No. Description Page Date Signature 1 Emergency procedures 17 1/5/2012 AmendmentstoManual iii

4 Table Of Content Chapter I Description Page 1- General 1 2- Wing 2 a) Structure b) Moving elements 3- Fuselage 2 4- Tail 3 5- Landing Gear 3 6- Controls 3 a) Flight controls b) Utility controls 7- Accommodation 5 Chapter II Limitations 1- Speed Limits (Air Speeds) 6 2- Load Factor limits 6 3- Weight and Balance 6 4- Equipment 7 5- Aerobatic Maneuvers 7 6- Airspeed Calibration 8 7- Limit Speeds Placard 8 8- Loading procedure 8 Chapter III Operation 1- Ground Operation 10 a) Assembly b) Disassembly c) Handling d) Pre flight inspection e) Check list before takeoff Flight Approach and Landing Emergency Procedures 17 iv

5 Chapter I Description 1. General The glider SIREN C.30 "EDELWEISS" is a single-seat competition sailplane, conforming to the requirements of the FAI standard class. It has a single, cantilever wing at medium height, with a pilot space in the internal duct. It has a V tail and a single fixed landing wheel. The glider can be equipped with an electric variometer, a radio and oxygen installation. Its general characteristics are as follows: Wings: Surface 12.5 m 2 Span 15 m Aspect Ratio 18 Dihedral 3º Taper ratio Sweep-back at leading 0 edge Profile NACA 64 (modified 7 series) Median line combination of 3 median lines Ailerons: Percentage of span 28.4% Constant relative cord 38% Type Embedded Movement Range Up = 26º Down = 17º Fuselage: Overall length m Frontal Cross section- Height: 0.700m Width: 0.600m Cross section area: 0.35 m2 90º V Tail: Total Surface: 2.20 m 2 (2 x 1.1 m 2 ) 1

6 Landing Gear: Main: Tail: Two positions exist: training and competition. Wheel size 330 x 130, hydraulic brake, actuated at the end of the airbrake handle travel. Spring skid. Weights Maximum Empty with standard equipment = 380 kg = 238 kg 2. Wings a) Structure The wing is of a single-spar type. The whole skin is made of a plywood laminate with central layer of Klégécell. It is manufactured in two parts, which are joined by glue. A main part which envelopes the whole undersurface, the leading edge and the upper surface up to the spar, and a secondary panel which ends the skin of the upper surface behind the spar. The spar is made just of a stiffened web, in plywood, closing off the leading edge box. The spar caps are made of spruce segments, where the main cap runs the whole span in the laminate which constitutes the skin, and the secondary caps ensures the progressive thickening of the cross-sections. The skin laminate consists of an exterior sheet of 12/10, an internal sheet of 8/10, laminated with grain opposed in 45º, and a web of Klégécell of 4mm thickness. 11 ribs in the leading edge, 12 in the aft part, give rigidity to the wing box. These are generally perpendicular to elements, which receive the concentrated forces, such as the ailerons bearing arms. b) Moving Elements The airbrake are cut-out panel type, which come out perpendicular to the profile, on the under side and the upper side; they are made on each side of two elements of corrugated sheet metal over which are mounted adjustable hats made of light alloy. Each element is mounted on two rocker arms, which can swing about their central axis, where the entire assembly forms an articulating quadrilateral, which displaces between two spars reinforced by the working skin. The ailerons occupy 20.4% of the wingspan. They have a constant relative cord and are embedded, un-slotted, with a cloth sealing between the upper surface and the lower surfaces. They are statically balanced at 20%. Two end skids form an integral part of the wing tips, protecting the wing and assuring ground clearance of the ailerons. 3. Fuselage Is made of: - a fiber-glass laminate nose cone. - a cockpit 2

7 - tail boom These latter two sub-assemblies are made of plywood laminate/klégécell with incorporated longerons. They are joined by glue. The tail cone made of laminate ends in a lifting handle. 4. Tail The tail is made of two all-moving symmetrical elements, which are made of laminate for the leading edge, with the aft part covered in cloth. Each one of them turns about an axis, can be detached for transportation on a trailer. The trim tabs, made of sheet metal, and whose purpose is to regulate the elevator forces, are adjustable in flight and also function as anti-servo tabs. 5. Landing Gears The main landing gear is of a single-wheel type. The Wassmer 330 x 130 wheel, is damped by bungee cords, and can be fixed according to choice in training position (normal clearance) or in competition position (minimum clearance) hydraulic braking. The bottom of the fuselage is protected in front of the wheel by a AU4G sheet pressed in a strip of Klégécell. The tail landing gear is made of a three-blade spring, freely pivoting 90º to each side. 6. Controls a) Flight controls These are of three types: rods, semi-rigid, and cables. The rudder control is made of an open circuit of two cables, supply a hook support on the front frame, and wrap around pedal pulleys, then pulleys located at the front of the bottom of the rod and finally drive a bell crank. The circuit is closed elastically by two bungee cords fixed respectively to each of the pedals. From this bell crank to the tail differential, the movement is transmitted by a semi-rigid control. Control Column of classic form, the moving assembly is made of AU4G sheet, folded and riveted. The Elevator control is rigid between the control column and the bell crank located in front of it. The elevator bell crank and the rudder bell crank have the same rotation axel. From the bell crank to the tail differential, the movement is transmitted by a semi-rigid command. A common assembly for the rudder and elevator controls can be found between the differential and the tail. This assembly is made of a cardan, of which the exterior crown is driven by the semi-rigid controls. The movement of the cardan is transmitted to the bell cranks through right and left rods. Each of these moves a pin of the tail surfaces. Trim Control is achieved by a lever on the left side. A semi-rigid control attached to the lever drives a bell crank situated in front of the cardan. The movement is transmitted to the bell cranks through two small rods. These carry the positioning pins, which control the movement of the trim tabs. 3

8 Roll Control connected to the foot of the control column, two cables are guided by pulleys, hug the sides of the fuselage and drive the two bell cranks in front of the central mechanism. These bell cranks have l Hotellier attachment points, enabling connection of the wing rods. In the wings, the controls are rigid. After the wing root rod a second rod drives the differential bell crank, whose movement is transmitted to the aileron through a small rod. Controls surface Deflections: Aileron: Up 26º ± 1º Down 17º ± 1º Elevator: Up 9º ± 1º Down 9º ± 1º Trim tab: Up 7º ± 1º 30 Down 7º ± 1º 30 Rudder: Left 11º ± 1º Right 11º ± 1º Airbrakes control is by a lever on the left side. A semi-rigid control connected to this lever drives the right bell-crank at the rear of the central mechanism. The right and left bell-cranks are coupled by a linking rod, assuring a symmetric movement. There are rigid controls in the wing and sockets for l Hottelier as for the roll control. There is a single rod from the wing root to the airbrake bell-crank; it is guided in place by a pair of rilsan rollers. b) Other controls Pedals adjustment can be done in flight. It is controlled by the upper knob located in the right side of the fuselage. The Wheel Brake is combined with that of the airbrake, with the master cylinder driven by a bell crank whose movement is controlled by a cable connected to the right airbrake bell crack. The Ventilation is essentially made of a swinging flap situated in front of the canopy, above the nose cone. It is operated by the bottom knob located on the right side of the fuselage. On the other hand, a sliding window is located on the left side of the canopy, can be considered as a means for secondary ventilation, it is also enables access to the locking clamp of the canopy when it is closed. The tow rope release is controlled by a yellow lever located on the left side. A cable connects the lever and the tow hook. Canopy jettison, in case of emergency, is controlled by a handle located on the right top part of the instrument panel. To avoid an inadvertent jettison, this handle is protected by a cover. The separation of the canopy from the fuselage 4

9 is assured by the longitudinal translation of the hinge pins. A cable runs from the handle to the pins. 7. Accommodation The seat is made of a laminated panel, lying directly on the floor of the cockpit, and covered by a foam cushion, which extend to leg supports. The cloth back is fixed by a tube frame, which carries the headrest as well; it is adjustable in length and inclination. The baggage compartment is positioned behind the pilot and ahead of the wing attachments. The instrument panel see figure 1- In standard version, is equipped with a variometer, an airspeed indicator, a turn and slip indicator and an altimeter. The compass is fixed to the canopy, above the instrument panel. Figure 1: Instrument panel 5

10 1. Speed Limits (Air Speeds) ChapterI Limitations - V NE (Never Exceed Speed) 225 km/h - V BS (Maximum speed for airbrakes operation) 225 km/h - V T (maximum towing speed) 180 km/h - V TB (maximum permitted speed in aerotow 160 km/h through rough air) - V B Maximum speed above which the commands and controls movements should be reduced and not apply abruptly. 160 km/h 2. Load Factor limits Categories II Positive (G) Negative (G) Maximum Weight Case of: kg Maneuvering Gust of ± kg 225 km/h 3. Weight and Balance Maximum authorized weight: Categories Weight II 380 kg Center of Gravity: - leveling: markings on the front fuselage and rear beam on the left side of the fuselage, giving a horizontal reference (fuselage datum) - Balancing datum: leading edge of the reference cord situated 3.25m from the axis of the glider - Length of reference cord: L= 0.91m - Center of Gravity Limits: Front limit = 0.255m (28%) Aft limit = 0.455m (50%) 6

11 - Loading Plan: Weight (Kg) Leverage arm relative to datum (leading edge of the wing) Equipped empty glider(1) m Equipped Pilot m Lead ballast (2) m (1) This row includes the fundamental equipment, except all the removable parts. Typical weight-the actual empty weight of an individual glider appears on the weight & balance form. (2) The use of ballast should not cause a weight above the maximum authorized weight of 380 kg Note: the owner and the pilot of the glider are responsible that the glider is loaded suitably Equipment The fundamental equipment is: - An airspeed indicator - An altimeter - A magnetic compass - A variometer - A turn and slip indicator Optional Equipment Weight (kg) Leverage arm relative to datum (leading edge of the wing) Artificial horizon m Radio m Oxygen installation m Barograph (2) m (2) for gliders whose usage mentions Category II, a site and fixing for a registering barograph must be foreseen. 5. Aerobatic Maneuvers a) Category II: Authorized Maneuver Slow loop Stall Turn Initial Speed (Vi) 160 km/h 160 km/h Marking of Airspeed Indicator: the airspeed indicator has a green arc up to V B 160 km/h (proceed without special precautions), a yellow arc up to V NE 225 km/h (no abrupt maneuvers), and a red line above it. 7

12 6. -Airspeed Calibration: The airspeed calibration corresponds to the rule: V i = V C ± 5 km/h 7. -Limit Speeds Placard (speeds indicated in km/h): Never Exceed Speed: V NE 225 km/h Aerotow maximum speeds: - in calm air V T 180 km/h - in turbulent air V TB 160 km/h Maximum speed without V B 160 km/h control inputs limitation Maximum speed for V BS 225 km/h airbrakes operation Stall speed V S 70 km/h 8. -Loading procedure: Respect weight and balance (see chapter III) 8

13 Weight&BalanceForm A/CType:SirenC-30SEdelweis/n1 M.A.C 0.91 m Edelweiss d= 0.01 m D= 4.7 m Reference P2 D D1 = P L = D1 + d WeightPoints Weight(Kg) FWD(P1) 20.3 AFT(P2) 41.6 Total(P) Empty Weight (Kg) Arm L (WRT Reference in Moment (Kgxm) meter) Signature/Date / 26/7/03 Weight (Kg) Arm (m) Moment (Kgxm) CG % M.A.C Empty Pilot+para. 73 (min.) Pilot+para. 118 (max.) Baggage Wing ballast Flight configuraion 334.9(min.) 380(max.) % 41.39% 9

14 ChapterI Operations 1. On the Ground a) Assembly The disassembled aircraft has 5 main parts: right and left wings, fuselage, right and left tail surfaces. - Open the canopy to enable operating the lateral pins, which are engaged from the front backwards. - Remove the central cover by unscrewing the two camloc latches from the fuselage. - Wings placement Keeping the fuselage vertical, place, preferably, the right wing. In order to enable the locking of the lateral fuselage-wing joint pin, keep the wing tip in a low position and engage the wing fitting in the fuselage fitting. Engage the pin and place a security clip. After this, place the wing on the ground. Proceed in identical fashion with the other wing (see NOTE). When it is in place, turn the wings around their axis upwards, pushing in the direction of the fuselage until the upper left fitting is put in contact with the fixed ends between the upper right fittings. During this maneuver, use gentle rolling motion to return the fuselage in a vertical position. Verify that the rear attachment fittings engage correctly. Insert the upper main wing pin, with its handle horizontal. Insert the security clip. Insert the lower main wing pin, with its handle vertical and insert the security clip. While playing very lightly in the direction of the leading edge to the trailing edge, engage the rear attachment pin, and insert and lock the security clip. - Connection of the wing control surfaces Connect the aileron and airbrake control rods connecting their end fittings to the ball joints on their respective bell cranks. Ensure that the end fittings are locked on the ball joints by pushing them upwards. - Replacing the central cover Its front part slides under the fuselage skin and it is fixed by a pair of lateral camloc latches, which in "locked" position have the butterflies in the direction of the airflow. - Assembling the tail surfaces Start with assembling the side of the lower wing. Open the red-painted locking door using the camloc latch. Fit the tail surface on its support mast. Before reaching the end of the course, ensure the correct engagement of the pins sticking out of the fuselage. 10

15 There are three of these: the articulation pin, nearest to the support mast and to the rear, the driving pin, and finally the trim tab pin. Close and lock the door, whose shaft engages in the driving pin. The camloc butterfly should be in the direction of the airflow. Rotate the glider to its other wing, then repeat the assembly operation with the other tail surface. b) Disassembly This has to be done strictly in the reverse order of assembly, remembering to: - remove the central cover - disconnect the wing control surfaces - remove the tail surfaces - remove the wings: o Rear pin o Lower main pin o Upper main pin To facilitate the movement of the main pins, lightly lift the wings at each tip. o Lateral wing-fuselage connection pins NOTE: never put the wings in "umbrella" position when the rear fuselage-wing connection pin is engaged. c) Ground Handling For maneuvering on the ground, there are: - a lifting handle at the extreme rear tip - two handles made of the two wing tips - a lifting hook under the nose As the aircraft is relatively light, two people are sufficient to move it about for a short distance; one of them should hold the lifting handle, and the other holding one of the wing tips. When moving the aircraft a longer distance or if the wind is strong, we recommend a third person using the other wingtip. Note that, as a measure of security, the wingtips are constructed such that when the wingtip is placed on the ground, the ailerons cannot touch the ground. At takeoff, the aircraft should be held by one of the wingtips. For all handling, lifting the aircraft from anywhere except the front hook should be avoided. 11

16 d) Pre-flight inspection Exterior In order not to forget any verification, we recommend adopting one direction of walking around the aircraft for example: clockwise. 1 Left static port clean 2 Total energy port clean 3 State of the underside of the nosecone and the cockpit (mud or dirt on the towhook). 4 Right static port clean 5 State of the landing gear 6 Right wing: state of the leading edge (upper and lower skins) 7 Right airbrakes: state of the visible parts, when the airbrake is out 8 right wingtip 9 state of the trailing edge of the right wing 10 If necessary, open the central cover and open the oxygen bottles valves. 11 Connection of the right screw of the central cover (butterfly in the direction of the airflow) 12 - State of the right side of the fuselage 13 state of the skin of the right tail surface 14 Connection of the locking door of the right tail surface (butterfly in the direction of the airflow) 15 Displacement of the elevator and rudder controls 16 Inspect the state of the rear landing gear, and the state of its skid 17 Connection of the inspection panel between the two tail surfaces (butterfly in the direction of the airflow) 18 - Connection of the locking door of the left tail surface (butterfly in the direction of the airflow) 19 - state of the skin of the left tail surface 20 - State of the left side of the fuselage 21 - Connection of the left screw of the central cover (butterfly in the direction of the airflow) 22 state of the trailing edge of the left wing 23 Left wing tip 24 - Left airbrakes: state of the visible parts, when the airbrake is out 25 - Left wing: state of the leading edge (upper and lower skins) 26 - State of the landing gear 27 Left static port clean 28 Sufficient inflation of the tire: 2.2 kg/cm 2 (32 psi) 29 If necessary, adjust the oxygen inhalation mask Cockpit - Tow hook release: perform a test to verify the tow hook is functioning properly. - Controls: free movement and in the correct direction - Airbrakes: activate them once or twice, then leave them open. - Canopy: ensure it is clean - Turn and slip indicator: turn on (switch on the instrument panel) 12

17 e) Vital actions before takeoff VERY IMPORTANT Verify at the tail that the command levers of the L and R trim tabs are well inserted in their control pins. A Attention to not to forget anything C Comfort - adjust the rudder pedals - adjust the seat back (longitudinally and inclination, as well as tension of the material) - adjust the headrest H Harness - parachute - safety harness locked E Equipment - Turn indicator ready to turn on - if necessary: turn on the artificial horizon (the red indicator is hidden) then turn off - If necessary: oxygen installation - connect the hoses - put the mask in place - turn on 100% oxygen, breath and verify that the blinker is functioning - open the emergency valve and ensure a continuous flow - close the valves -If necessary, verify the functioning of the radio (transmission and reception) V memorize airspeed limits E Exterior - Canopy is locked - Air vent closed for takeoff R adjust the altimeter Upon takeoff, verify the functioning of the wheel brake by the following procedure: The pilot gives the "ready for departure" signal The crewmember lifts the lower wing The tow plane tightens the rope As the tension is sufficient without risk of release, open the airbrakes to the limit and engage the wheel brake. If this precaution, which is done in order to tension the cable, is not taken, there is a risk that the glider will roll on its on, which can invoke the security release of the tow hook and the falling of the ring. As the tow plane accelerates, activate the brake once or twice to the limit in order to have an idea of its effectiveness, then close and lock the airbrakes. 13

18 2. In Flight a) Takeoff The Edelweiss is equipped with AERAZUR towing hook type AIR 12A. - Towed Departure Take off determinedly, in order to align behind the tow plane, about 2 m in altitude. The reason for this procedure is to free of ground effect as soon as possible. In particular, in the first few flights, do not hesitate to pull the control column, as well as do the inverse. b) Towed flight Climbing Speeds - calm air Vi = 160 km/h - turbulent air Vi = 110 km/h Cruising Speeds (aero tow) - calm air Vi = 130 km/h to 160 km/h - turbulent air Vi = 110 km/h to 130 km/h Remember that if for a lack of attention or through a bad maneuver the glider gets too high above the tow plane, the safety tow hook will disengage and the cable will release. c) Free flight - The optimal Vi for "free stick" is between 85 and 95 km/h - Stall Under slow deceleration, the stall appears at a Vi lower than 70 km/h (weight < 350 kg). The buffeting should appear at Vi=70km/h (as a function of the weight and balance) and the stall at a lower Vi, on the order of 65 km/h. Remember that the C.G. range is quite wide as it is between 28% and 50% M.A.C. Operation Speeds - minimum sink speed at Vi=80 km/h - thermalling speeds: Vi=80 to 90 km/h according to bank angle. Lower than 80 km/h only after getting used to the glider and according to turbulence. - Best glide ratio speed: Vi=95 km/h (best glide ratio: 36) - Airbrake operating speed: o Vi maximum for opening = 225 km/h o Vi maximum with open airbrakes = 225 km/h o Vi maximum for closing the airbrakes = 180 km/h - Maximum speeds in clean configuration - In calm air Vi=225 km/h - In very turbulent air Vi=160 km/h - Speed to fly calculator The information in figure 2 contains the glider polar and speed to fly values. Speed to fly calculator is located on the ring attached to the Variometer. 14

19 C-30 "Edel Weiss" Figure 2: polar and speed to fly 15

20 3. Approach and landing The normal procedure requires adjusting the approach speed to keep sufficient maneuverability, as a function of turbulence (about 30% above the stall speed). The airbrakes, which are very effective, enable precision landings. It is thus recommended, as far as possible, to make long approaches, particularly if there is an obstacle at the entrance of the chosen landing site (tree lines, fences). In this case, approach at about Vi=100 km/h After passing the obstacle: - open the airbrakes to their limit - increase the slope firmly to the chosen touchdown point, round out after it. In rough air, it is prudent to increase the approach Vi to compensate for the turbulence, by as much as 25 km/h. In strong winds with gusts, the approach Vi must be increased by about half of the wind component. For example, for a 50 km/h wind, approach at Vi = 115 km/h. During first flights in this aircraft, we recommend to avoid abrupt changes of airbrakes position near the ground. Any change can change the glide ratio by as much as about 1 to 5, with the consequential effect on the aircraft. Then, when the landing site is assured, choose a medium position for the airbrakes, and maintain it until the start of the roll. The wheel brake control is combined with that of the airbrakes. Remember to never pull the airbrake to the limit at the time of rounding off, to avoid locking the wheel, as at the moment of touchdown, the glider might swing abruptly to the nose. To avoid this movement, use the airbrake cautiously and end the round off with "stick in the belly", in order to touch on "two points". Keep the tailskid pressed strongly to the ground, adding its own friction to that of the main wheel. In case of landing on wet ground, distrust the friction of the tire, and thus the effectiveness of the wheel brake, and foresee a longer rollout as a consequence. We demand pilot conform to the norms of operational maximum Vi, as a function of: - the configuration - The atmospheric turbulence A serious pilot must respect the norms, which he knows from his training period in double-seaters. As to the recommendations, which have a cautionary character, it is particularly suggested to take them in account during the first few flights. 16

21 4. Emergency Procedures a) Emergency Canopy Jettison i. Canopy lock open red handle forward ii. Canopy jettison handle lift cover and pull red handle firmly iii. Canopy - push up, if needed iv. Canopy will separate with instrument panel, allowing clean exit of legs b) Emergency Exit i. Canopy jettison ii. Seat harness open iii. Exit Lift with arms over cockpit rim push yourself away from sailplane iv. Preferably dive under wing, to avoid the tail c) Stall Recovery i. Warning: 1. Buffeting prior to entry; (around 70 km/h for weight under 350 kg) 2. Aileron effectiveness reduced 3. Sink rate increases considerably ii. Termination - Stick forward to neutral iii. Stalling speed At weight below 350kg: lower than 65 km/h d) Spin Recovery i. Use the following procedure: 1. a. Stick release to central position b. Rudder full deflection opposite to spin rotation 2. When rotation stops: a. Rudder - centralize 3. When airspeed build up: a. Elevator smooth pull-out to the horizon; ii. If procedure above fails, try changing aerodynamic configuration, by: 1. Use of airbrakes 2. Use ailerons with the spin rotation to attempt to decrease the more stalled wing s angle of attack 3. Pull elevator back to attempt to reattach the airflow to the elevator surface and than push forward to brake angle of attack. END of Operation Manual 17